Automatic railway-signal



(Nd Model.) 2 SheetsSheet 1.

. T. H. A. TREGEA.

AUTOMATIC RAILWAY SIGNAL.

No. 307,242. Patented Oct. 28, 1884.

n vnzn s, Fhulo-Lnthagnpher. Washington. 0v 0,

(No Model.) 2 Sheets-Sheet 2.

T. H. A; TREGEA. 'AUTOMATIG RAILWAY SIGNAL.

No. 307,242. Patented Oct. 28, 1884.

n. PETERS, Pholo-Lilhogmphar, wnhingmn, D.C

THEODORE H. A. TREGEA, OF SOUTH LYON, MIOHIGAY.

AUTOMATIC RAILWAY-SIGNAL.

SPECEFICATION forming part of Letters Patent No. 307,242, dated October 28, 1884.-

Application filed July [9, 1884. (No model.) Patented in Canada August 13, 1884, No. 19,956.

T0 (0 whom it may concern.-

Beitknown that I, THEODORE H. A.TREGEA, a subject of the Queen of Great Britain, now residing at South Lyon, Oakland county, and State of Michigan, United States of America, have invented certain new and useful Improvements in Automatic RailwaySignals, of which the following is a specification.

My invention relates to that class of signals in which a semaphore is moved mechanically by the operation of passing trains; and my invention consists of certain simple, effective, and positivelyoperating devices, fully described hereinafter, whereby the signal iscaused to be displayed by trains approaching the signal-post and is altered in its position as the train passes the said post.

In the drawings Figure 1 is a side elevation of the signal-post and signal. Fig. 2 is a section on the line 1 2, Fig. 1. Fig. 3 is a transverse scct-ion of the track and side elevation of parts beneath the same adjacent to the signal. Fig. 4 is a sectional elevation on theline 3 4, Fig. 3, looking in the direction of the ar- V row. Fig. 5 is a side elevation of another portion of Fig. 3. Fig. 6 is a plan of one of the signal-setting devices. Fig. 7 is a side elevation of Fig. 6. Fig. 8 is a side elevation of the other signal-setting device. Fig. 9 is a diagram showing the relative positions of the parts of the signal.

The signal device consists, essentially, of the signal mechanism A,the signal-releasing mechanism B, and two signal-setting mechanisms, 0]). The relative arrangement of these parts and their position in respect to the track is illustrated in the diagram Fig. 9, which shows the signal mechanism A arranged outside of the track, the releasing mechanism I arranged beneath the track and opposite the signal mechanism, and the signal-setting mechanisms 0 D as arranged beneath the track at some distaneefrom the signal, the said distance being usually about forty rods from the central signal.

I will now describe the various mechanisms, which I have designated by the letters A B G D, and their connection and operation.

The signal A consists of apost, 0, erected at a suitable distance from the track, and carrying a semaphore-arm, O pivoted to the post by a pivot, a, and having at the rear end a bracket carrying a pair of disks, 1) 1), arranged to cover and obscure the opposite lenses of a lamp, 0, supported by the post 0, so that the different positions of the arms C (indicated in Fig. 1) willserve to signal to persons using the crossing both during the day and night. The weight of the arm 0 tends to maintain it in the vertical position shown in dotted lines, Fig. 1', and a chain, 13*, secured to and passing over a grooved pulley, e, secured to the arm O, and around a pulley, e, at the foot of the post 0, serves as a means of elevating the arm G to its various positions.

The signal-releasing mechanism consists of a lever, E, pivoted at one end to a bracket, E, in a space or chamber below the track, a spring, F, arranged to lift the opposite end of the said lever, a cord or cable, f, connected to the lever passing around guide-pulleys g g, and a crank-lever, G, pivoted to a support, H, above the track, and connected at its up per arm to the cable B and at the end of its lower arm to the cable f.

To a frame, I, is pivoted a pawl, h, thrown forward by a spring, i, and arranged so as to be thrown back by the contact with the end of the lever F, and to engage the end of the said lever with its shoulder and retain the same in the position shown in dotted lines, Fig. 3.

, Transversely across the track extends a shaft, J, having a crank connected by a rod, m, to a guided block, K, sliding between the arms of a bracket, L, which supports the spring F, and a drum or wheel, M, is secured to the shaft J in a position between'the rails of the track.

To a pin, j, passing through a support, H, near the level of the ground, are hung two bell-crank levers, NN, each of which is connected at one of its corners to a cable, is, pass;

ing around a pulley, Z, supported by the'brackv N N is connected a cable, g, which extends round and is secured to one of the pulleys R of one of the setting mechanisms, and the bevels of the clutch-wheels n a of each mechanism are such that the shaft 1? of the setting mechanism D may be turned in the direction of its arrow, Fig. 8, without turning the pulley It, and the shaft .l of the setting mechanism 0 may also be turned in the direction of its an row without turning the adjacent pulley R. The drums or wheels M Q, Q have peripheral coverings of rubber or other suitable material, and the said wheels are of such size and so arranged as each to be struck by the cow-catcher or a tappet of a passing train, so as to be there-V by turned. As a train passes in either direction over the signal-releasing mechanism B it will turn the drum M and its crank-shaft in one direction or the other, in either case impart-ing a reciprocating motion to the block K and throwing down the lever 1% until it is caught by the trigger 71, the series of movements imparted to the block K insuring the catching of the lever in case the trigger should slip or fail to make contact therewith upon the first movement of the lever. As the lever B is depressed it slackens the cablesf B" and the signal-arm assumes its lowest position. As the train continues its movement it passes the signal and travels over the farther pulley, Q. The latter is turned without any effect upon the signaling apparatus; but upon another train passing over the said pulley Q and turning it in the opposite direction it will carry with it the wheel It, and thus d aw upon the cable q, whereby the trigger 71. is drawn back and the lever E released. As soon as the lever E is released it is carried upward by the spring 1 and the cables f B are drawn, caught, and moved so as to lift the signal-arm to the position shown in full lines, Fig. 1.. As the said second train continues its movement it will be brought over the pulley ht of the releasing device l'hwhen the leverlG will be thrown down and caught by the trigger, and the signal-arm C will be allowed to descend. The further movement of the train over the other drum Q will turn the latter without any effect upon the signaling device. It will thus be seen that each train, as it approaches the signal coming from either direc tion, draws back the trigger 71. and leaves the lever E under the influence of the spring F, and insures the display of the signal as soon as the train is within forty rods thereof, the signal retaining its displayed position until the train passes the signal-post, when the le vcr R will be depressed and the signal is brought to its vertical position.

It will be seen that the devices described are positive in their action, and are so constructed and arranged as to work cii'ectively when the parts are at considerable distances apart, and that they will not be liable to be effected by accumulations of snow or ice.

It is not necessary in all cases to use the precise eonstructi on and arrangement of parts shown and describedlor instance, the cable f might be secured to a block sliding in the guides L below the block K between the latter and the spring, in which case the trigger or catch device would be differently constructed.

Il'nstead of crank-lcvers G- N N, grooved pulleys might be employed, and any suitable construction of semaphore might be used.

I-Ieretofore signals have been operated from each direction along the track by devices which are struck by the wheels of the train, also, drums have been employed as signaloperating devices, and a signal has been held in an obscured position by a catch, and liberated by a treadle so arranged as to be operated by the train moving in theproper direction only and to be reset by the train.

\Vit-hout limiting inyselfto the precise construction and arrangement of parts shown, I claim- 1. The combination, in a railway signaling apparatus, of a signal device, A, arranged adjacent to the track, shafts carrying drums Q, Q, M, devices connected to the signal and arranged to be mechanically operated from either drum Q. to display the signal, and devices connected to the signal and arranged to be mechanically operated by the drum M to set the signal to its opposite position, substantially as specified.

2. The combination, with a signal apparatus provided with a movable semaphore, of aspring-actuated lever connected to said semaphore to display the latter under the action of the spring, a drum, M, and intermediate appliances whereby the lever is depressed by the turning of the drum, a catch for retaining the lever in its lowest position, and devices connected to the catch and arranged at opposite sides of the signal and distant therefrom, and constructed to be operated by passing trains to draw back the catch, for the purpose set forth.

3. The combination, with the signal device provided with a semaphore, and with a drum, M, adjacent to the signal, and connections whereby the movement of the drum by a passing train is made the means of unsctting the signal, of a catch :lTor retaining the parts in one position, and devices arranged to be operated by the train at distant points to release the catch, substantially as set forth.

at. The combination, with the semaphore, ot' a cord connected thereto and to a lever, a spring for raising the latter to display the signal, a catch,aud means for operating the same from distant points by the movement of passing trains, and a crank-shaft provided with a drum arranged to be struck by a train passing the signal, and a pitman connected to the crank and serving to compress the spring and unset the signal as the drum is rotated, substantially as set forth.

The combination, with the signal and spring for setting the same, and with mechanism i'or compressing the spring to unset the signal by the action of a passing train, and

with a catch for holding theparts in position, of shafts arranged upon opposite sides of the signal at distant points, carrying drums in position to be rotated by passing trains, and each having a clutch-connection with a pulley, around which a cord passes to a catch when the said clutches are constructed to permit the drum-shafts to rotate without moving the catch when the trains are passing from the signal, substantially as described.

6. The combination, with. the signal and its operating cable, of a spring and connections, whereby the signal is set by the action of the spring, a catch for retaining the spring in its compressed condition, and a crank-shaft pro vided with a drum arranged to be operated by passing trains, and with a pitmamwhereby the spring is compressed by the rotation of the shaft, substantially as set forth.

7. The combination, with the signal and crank-shaft carrying a drum and pitlnan connected to a block, of a lever connected to the. operating-cord of the signal, and a spring arranged to elevate the lever, substantially as set forth.

8. The combination of the crank-shaft, drum, reciprocating block, lever connected to the operating-cord of the signal, spring and catch connected by cords to pulleys upon shafts arranged at distant points upon opposite sides of the signal, and drums and elutch connections, constructed to operate substantially as set forth.

9. The combination, with the signal and catch for retaining the latter in its lowest position, of a shaft at a distant point on each side of the signal, provided with a drunr arranged to be rotated by passing trains, a pulley connected by a cord with the catch, and cl uteh-eonnections between the pulley and the drum, whereby the pulley is turned to'draw back the catch only by trains that approach the signal, substantially as specified.

In testimony whereof I have signed my name to this specification in the presence of two sub scribing witnesses.

THEODORE H. A. TREGEA.

\Vitnesses:

HERBERT Yarns,

E. XV. H. Tnoon. 

